Tài Liệu Động Cơ Audi 1.0 TFSI EA211 Series

Self Study Programme 639 For internal use only Audi 1.0l 3-cylinder TFSI engine EA211 series Audi Service Training < Back The new 1.0l 3-cylinder TFSI engine by Audi represents the next stage in the evolution of the EA211 series First used in the VW Polo, the engine developed by VW in Wolfsburg is the new entry-level option for the 2015 model Audi A1 It replaces the 1.2l engine of the EA111 series The engine has more power and achieves better fuel economy than the outgoing unit while meeting the EU emission standard The new engine is not only about 15 kg lighter than the 1.2l engine from the same series, but also produces less internal friction The initial engine develops 70 kW (95 BHP) Further performance classes will be offered at a later date Audi also plans to use this engine on its A3 models 1.0l 3-cylinder TFSI engine (70 kW / 95 BHP) Model year 2015 Forward > Ξ Contents For the first time, Audi is offering a 3-cylinder petrol engine Although 3-cylinder engines already existed back in the days of Auto Union, they were twin-stroke engines The last production passenger car to feature these engines was the DKW F 102 produced in 1966 Its engine had a displacement of 1.2 l and developed 44 kW (60 BHP) Up until 1988, engines of this type were installed on the Wartburg 353 in the former GDR The technical description of the engine in this SSP refers to the Audi A1 1.2l twin-stroke 3-cylinder petrol engine (44 kW / 60 BHP) Model year 1966 DKW F 102 639_002 Learning objectives of this self study programme: This self study programme describes the design and function of the 1.0l 3-cylinder TFSI engine Once you have completed this self study programme you will be able to answer the following questions: • How the engine mechanicals work? • How are the lubrication, cooling, turbocharging, fuel, fuel injection, exhaust and ignition systems configured? Contents Introduction Brief technical description Specifications _ Engine mechanicals Modular design _ Crankcase ventilation, activated charcoal system Engine block and oil pan _ _ Crankshaft drive Belt-drive system 10 Cylinder head 12 Valvegear module _ 13 Oil supply Introduction _ 14 Oil circuit _ 14 Oil pump _ 14 Oil pressure control _ 16 Cooling system Introduction _ 20 Coolant circulation 20 System overview 21 Thermostat 22 Coolant pump _ 22 Air supply and turbocharging Overview _ 23 Exhaust turbocharger _ 24 Charge pressure actuator V465 25 Fuel system System overview 26 Ignition 27 Engine management system System overview (2015 model Audi A1) 28 Lambda control _ 30 Service Special tools and workshop equipment _ 32 Maintenance operations 33 Appendix Glossary 34 Self study programmes _ 35 The self study programme teaches a basic understanding of the design and mode of operation of new models, new automotive components or new technologies It is not a repair manual! Figures are given for explanatory purposes only and refer to the data valid at the time of preparation of the SSP This content is not updated For further information about maintenance and repair work, always refer to the current technical literature In the glossary at the end of this self study programme you will find an explanation of all terms written in italics and indicated by an arrow ↗ Note Reference < Back Forward > Ξ Contents Introduction Brief technical description • 3-cylinder in-line engine with petrol direct injection • Turbocharger with indirect intercooler • valves per cylinder, double overhead camshafts (DOHC), roller-type cam followers • intake camshaft and exhaust camshaft • Bosch engine management system • Ceramic catalytic converter with catalyst heating by twin injection (homogeneous split) • Fully electronic direct injection with drive by wire • Timing belt drive gear • Start-stop / recuperation energy management 639_003 Reference The design and function of the basic engine are explained in Self Study Programme 616 "Audi 1.2l and 1.4l TFSI engines of the EA211 series" < Back Forward > Ξ Contents Specifications Torque-power curve   Power output in kW   Torque in Nm Engine speed [rpm] 639_009 Features Specifications Engine code CHZB Type 3-cylinder inline engine Displacement in cm3 999 Stroke in mm 76.4 Bore in mm 74.5 Number of valves per cylinder Firing order 1–2–3 Compression ratio 10.5 : 1 Power output in kW at rpm 70 at 5000 - 5500 Torque in Nm at rpm 160 at 1500 - 3500 Fuel type Premium unleaded 95 RON Turbocharging Exhaust turbocharger Exhaust gas treatment 3-way catalytic converter Emission standard EU CO2 emissions in g/km1) • with 15“ and 16“ wheels: 97 g (efficiency class A) • with 17“ wheels: 98 g (efficiency class A) • with 18“ wheels: 102 g (efficiency class B) 1) The specified CO2 emission values apply to the 2015-model Audi A1 with 5-speed manual gearbox < Back Forward > Ξ Contents Engine mechanicals Modular design As with all engines of the EA211 series, the 3-cylinder employs the proven modular design The following diagram highlights the individual module groups Exhaust module Cylinder head cover with integrated valvegear module Coolant pump module Cylinder head Intake module 639_014 Timing and auxiliary drive module Engine block Crankcase ventilation, activated charcoal system This system adopts the functional principle employed by the 4-cylinder EA211 engines For a description please refer to SSP 616 Oil pan module Crankshaft drive < Back Forward > Ξ Contents Engine block and oil pan The engine block is manufactured from aluminium using the gravity die casting method It has an open deck ↗ design The cylinder liners are made from cast iron They are cast into the engine block during the casting process Their outer surface is rough This increases their surface area thereby optimising heat transfer It also ensures that the liners are more securely seated in the engine block The surfaces of the cylinder liners are fluid jet honed in a 4-step process The plate honing method is used to avoid cylinder warpage Aluminium cylinder block with open-deck design Main crankshaft bearings Surge baffle (oil windage tray) Oil level and temperature sensor G266 Die-cast aluminium oil pan 639_004 Reference For further information about the open-deck design, please refer to Self Study Programme 616 "Audi 1.2l and 1.4l TFSI engines of the EA211 series" and Self Study Programme 626 "Basics of Audi Engine Technology" ↗ Refer to "Glossary" on page 34 < Back Forward > Ξ Contents Crankshaft drive In developing the crankshaft drive, special attention was given to minimising moving masses and friction Thanks to the measures listed below, it was possible to dispense with a balancer shaft while retaining a very high level of running comfort 100% of the rotating masses and 50% of the oscillating masses are balanced • The weight of the forged conrods and the aluminium pistons was kept low by using a flat piston crown design • Hollow drilled bearing crank pins • The design of the crank webs • Selective use of imbalance weights on the torsional vibration damper and on the opposing flywheel The small-sized main and big end bearings also help reduce friction TDC mark on vibration damper Flywheel 639_011 Vibration damper Drive gear for engine timing belt Hollow drilled crank pin Crankshaft < Back Forward > Features Specifications Cylinder spacing 82.0 mm Bore 74.5 mm Stroke 76.4 mm Main bearing diameter 45.0 mm Two-component bearing Big end bearing diameter 47.8 mm Two-component bearing Conrod length 140.0 mm Gudgeon pin diameter 19.0 mm Ξ Contents Special feature Aluminium pistons with valve recesses Pistons and conrods A new feature of the gudgeon pins is that they now run on bushless bearings No bush is used in the conrod small end This necessitated applying a DLC ↗ coating to the floating gudgeon pins It was also necessary to roller burnish ↗ the surfaces of the conrod small ends Trapezoidal conrod 639_008 ↗ Refer to "Glossary" on page 34 < Back Forward > Ξ Contents Belt-drive system The belt-drive system is maintenance-free This is due to the use of trioval camshaft timing belt sprockets, which almost completely eliminate any forces that arise and ensure that the timing belt runs smoothly This allows the tensioning force of the automatic tensioning pulley to be reduced, resulting in less friction This makes the system more stable while also improving fuel economy Assembly tool T10476A When carrying out assembly work, care must be taken to ensure that the trioval camshaft timing belt sprockets are correctly positioned Assembly tool T10476A must be used for this purpose (refer to page 32) Exhaust camshaft adjuster with trioval timing belt sprocket Installing the crankshaft timing belt sprocket The crankshaft timing belt sprocket fits onto the crankshaft in one position only 10 < Back Thermostat Forward > Ξ Contents To heater matrix The coolant thermostat is integrated in the coolant pump module There are thermostats inside the coolant thermostat housing These are expanding wax thermostats with different temperature ratings Both can be replaced separately Thermostat for cylinder block Thermostat This is the main thermostat and it regulates the amount of coolant which flows through the main radiator It begins to open at a coolant temperature of 80 °C Thermostat Opens upwards of 105 °C and allows heated coolant to flow from the cylinder block to the radiator The entire coolant circulation system is open From heater matrix Thermostat Return from radiator 639_040 Flow to radiator Coolant temperature > 105 °C, both thermostats open Coolant pump The coolant pump is integrated in the coolant pump module The complete module is bolted onto the cylinder head It is sealed off from the coolant ducts by rubber gaskets One gasket sits between the coolant pump housing and the cylinder head, and the other between the coolant pump and the thermostat housing Thermostat-to-cylinder-head gasket Coolant pump driven by exhaust camshaft The coolant pump is driven by a separate belt-drive system running off the exhaust camshaft That belt-drive system is on the flywheel end of the engine and is maintenance free However, it does have to be replaced if the coolant pump is detached Coolant-pump-to-thermostat gasket Supply to heater matrix Thermostat Thermostat cover gasket Return from heater matrix Thermostat housing 639_039 Coolant pump housing 22 Thermostat for cylinder block Supply to radiator Return from radiator < Back Forward > Ξ Contents Air supply and turbocharging Overview As with all engines of the EA211 series, the air supply is characterised in particular by short pathways in the charge air circuit Due to the low charge air volume between the exhaust turbocharger and the combustion chambers, charge air pressure builds up very quickly As a result, these engines are highly responsive Charge pressure sensor G31 with intake air temperature sensor G299 Heated air in turbocharger outlet pipe Air filter box mounted directly on engine 639_030 Throttle valve module J338 Intake manifold module with integrated charge air cooler 23 < Back Forward > Ξ Contents Exhaust turbocharger The exhaust turbocharger is attached directly at the outlet of the exhaust manifold integrated in the cylinder head The exhaust gas loses hardly any heat due to the short pathway to the single-scroll turbine The materials from which the exhaust turbocharger is made have been carefully adapted to suit these conditions Activation J623 • Housing made of heat-resistant austenitic cast steel ↗ (allows exhaust temperatures up to 1050 °C) • Nickel based alloy for the turbine wheel • Electrically driven charge pressure actuator, can be replaced separately (follow instuctions in Workshop Manual and Guided Fault Finding) • Maximum relative charge pressure of 1.6 bar • No wastegate valve PIN PIN Sensor + (5 V) Control motor - Sensor signal Control motor + Technical features PIN PIN V465 PIN Sensor Not assigned The relatively small charger has a low mass moment of inertia due to its compact size and therefore achieves excellent efficiency Charge pressure is controlled by an electrical wastegate actuator The 1.0 3-cylinder TFSI engine has the highest charge pressure to date in the EA211 engine series 639_033 Integrated pulsation silencer Turbine housing Wastegate actuator V465 Compressor wheel Flange connecting to cylinder head Wastegate valve 639_031 ↗ Refer to "Glossary" on page 34 24 Coupling rod (actuating lever) 639_032 < Back Forward > Ξ Contents Charge pressure actuator V465 Function The actuator is activated by the engine control unit by means of a PWM signal For this purpose, a basic frequency of 1000 Hz is applied The pump is activated on the basis of a characteristic map To ensure that the actuator reaches the correct position, the actual position must be recorded This task is performed by the charge pressure actuator position sensor G581 (Hall-effect sensor), which is mounted to the output gear of the rotatory drive It outputs an analog voltage signal to the engine control unit, which is used to compute the position of the wastegate flap After initialising (adapting) the actuator, the stops of the wastegate flap are "programmed" Consequently, the actuator is capable of operating at very high speeds with the least possible wear For this purpose, the actuator is braked electrically by means of a PWM signal shortly before reaching the mechanical stops and moves to the calculated electrical stop Diagnostic options using the diagnostic tester The charge pressure actuator can be adjusted and/or adapted by means of the Guided Fault Finding or Guided Fault Functions It is not possible to adjust the charge pressure actuator at the coupling rod If the charge pressure actuator is replaced in the course of servicing, the coupling rod stays on the exhaust turbocharger and is not replaced This is the reason why it is not necessary, i.e would be wrong, to adjust the coupling rod If servicing is carried out, the new charge pressure actuator only needs to be adapted The adaption procedure must be performed if: • the charge pressure actuator has been replaced • a different charge pressure actuator is used due to the installation of a different engine • the engine control unit has been replaced • the programmed values have been deleted from the engine control unit The engine control unit "learns" various positions of the charge pressure actuator when the ignition is on and the engine is at a standstill These positions are stored in the engine control unit Key measured values Measured values Code Specified position [IDE03932]_charge pressure actuator Adaption for lower stop [IDE03934]_charge pressure actuator Adaption for upper stop [IDE03935]_charge pressure actuator Setpoint [IDE04278]_bypass valve for turbocharger high pressure turbine inlet Actual value [IDE04279]_bypass valve for turbocharger high pressure turbine outlet Offset closed [IDE04280]_bypass valve turbocharger high pressure turbine inlet Offset open [IDE04281]_bypass valve turbocharger high pressure turbine inlet Activation [IDE04301]_bypass valve turbocharger high pressure turbine inlet Status [IDE04302]_bypass valve turbocharger high pressure turbine inlet Raw voltage [IDE04303]_bypass valve turbocharger high pressure turbine inlet 25 < Back Forward > Ξ Contents Fuel system The 3-cylinder TFSI engine is the first engine in the EA211 series to have a maximum fuel injection pressure of 250 bar This measure significantly improves exhaust emissions System overview Fuel pressure regulating valve N276 High pressure fuel reservoir (rail) Fuel pressure sensor G247 Fuel pump Injectors N30, N31, N32 Pressure limiting valve PWM signal + PWM signal - Ground Terminal 15 Battery (positive) Door contact signal Fuel filter Engine control unit J623 PWM signal 639_034 Fuel pump control unit J538 Fuel feed pressure and return pressure from the injectors approx 4 – 7 bar Fuel high pressure 100 - 250 bar Fuel return line 26 Fuel predelivery pump G6 < Back Forward > Ξ Contents Fuel supply A non-return fuel supply is facilitated by an electrical fuel pump in the fuel tank Here the fuel pressure calculated by the engine control unit is set by fuel pump control unit J538 on the basis of a model This means that there is no fuel pressure sensor in the low pressure circuit The system only delivers as much fuel as is necessary Vapour bubbles must not form in the fuel system High pressure system All components of the high pressure system need to be adapted to withstand the higher pressures The Hitachi high pressure pump is driven by the intake camshaft via a lobe cam High pressure fuel injection is provided by hole electromagnetic injectors The spray has been optimised to provide homogeneous mixture formation The high pressure configuration of the fuel injection system allows even the smallest amounts of fuel to be injected Uo to injection shots are possible during partial and full load operation Fuel is also injected into the cylinders several times during the catalytic converter heating phase The required injection rates are computed by the engine control unit The system is activated by applying 65 V The fuel rail is made from stainless steel It has a wall thickness rated for the existing pressure conditions The cylinder head support has also been reinforced due to the higher pressures to which it is subjected The opening pressure of the pressure limiting valve in the high pressure pump is approximately 290 bar 639_041 Ignition The ignition coils are arranged above the spark plugs They are bolted to the cylinder head cover The spark plugs are designed such that the ground electrode must be positioned exactly within the combustion chamber This is the only way to ensure optimal ignition spark deflection in proximity to the ignitable air/fuel mixture and the formation of a stable flame core It is, therefore, very important to follow the manufacturer's instructions during installation Reference The control concept of the high pressure pump is explained in Self Study Programme 384 "Audi 1.8l 4V TFSI Engine with Timing Chain" 27 < Back Forward > Ξ Contents Engine management system System overview (2015 model Audi A1) Sensors Gearbox neutral position sensor G701 Oil pressure sensor G10 Knock sensor G61 Accelerator pedal position sensor G79 Accelerator pedal position sensor G185 Clutch position sensor G476 Brake light switch F Powertrain CAN Oil level/temperature sensor G266 Engine speed sensor G28 Charge pressure sensor G31 Intake air temperature sensor G299 Intake air temperature sensor G42 Intake manifold pressure sensor G71 Engine control unit J623 Fuel pressure sensor G247 Hall-effect sensors 1+2 G40, G163 Throttle valve module J338 Throttle actuator position sensors 1+2 for vehicles with electronic accelerator G187, G188 Coolant temperature sensor G62 Radiator outlet coolant temperature sensor G83 Oxygen sensor G39 Oxygen sensor downstream of catalytic converter G130 Charge pressure actuator position sender (in charge pressure actuator V465) Auxiliary signals1): • Cruise control system • Vehicle speed signal • Terminal 50 • Crash signal from airbag control unit • Start-stop "off" 28 1) dependent on trim level < Back Forward > Ξ Contents Actuators Main relay J271 Oil pressure control valve N428 Fuel pressure control valve N276 Continued coolant circulation pump V51 Oxygen sensor heater Z19 Heater for oxygen sensor downstream of catalytic converter Z29 Ignition coils 1 – 3 with output stage N70, N127, N291 Radiator fan V7 Radiator fan control unit J293 Injectors for cylinders 1 – 3 N30 – N32 Camshaft control valve N205 Exhaust camshaft timing adjustment valve N318 Activated charcoal canister solenoid valve N80 Throttle valve positioner G186 for electronic power control Charge pressure actuator V465 Fuel pump control unit J538 Fuel predelivery pump G6 Fuel gauge sensor G 639_012 Auxiliary signals1): • Automatic gearbox control unit/engine speed • ABS control unit/clutch position • A/C compressor 29 < Back Forward > Ξ Contents Lambda control Oxygen sensor G39 Two nonlinear oxygen sensors are used to facilitate lambda control One sensor is located upstream of the catalytic converter and the other downstream of the catalytic converter The engine control unit utilises the signals from the oxygen sensor upstream of the catalytic converter G39 to compute the air/fuel ratio The signals from the oxygen sensor downstream of the catalytic converter G130 are used to check for proper functioning of the catalytic converter as well as to monitor and, where necessary, adapt the oxygen sensor upstream of the catalytic converter 639_043 Oxygen sensor after catalytic converter G130 Evaluation of the signal from the oxygen sensor upstream of the catalytic converter G39 2-point lambda control Continuous lambda control Voltage Nonlinear oxygen sensor [V] The air/fuel ratio is adapted very quickly and with a high level of precision The signal from the sensor is, therefore, constantly within the range of the step As a result, the control response is approximate to that of a broadband oxygen sensor Voltage Nonlinear oxygen sensor [V] As with all engines of the EA211 series with nonlinear oxygen sensors, a continuous lambda control function is also integrated into the engine control unit of the 3-cylinder engine As before, this function not only evaluates the step (2 point lambda control) but also the signal within the step 0.9 1.0 1.1 0.9 1.0 1.1 rich λ lean rich λ lean 639_044 Key: This range is evaluated by the lambda control function in the engine control unit 30 639_045 < Back Forward > Ξ Contents Comparison of the signal characteristics of the nonlinear oxygen sensor G39 upstream of the catalytic converter The nonlinear oxygen sensors used the EA111 and EA211 engine series are identical in type and function They only differ in terms of how the signals are evaluated in the engine control unit As a result, the digital storage oscilloscope obtains different signal characteristics: • The lambda value at a signal voltage of 450 mV is 1.0 • The lambda value is less than 1.0 at a higher signal voltage • The lambda value is above 1.0 at a lower signal voltage Engine series EA111: signal characteristic of nonlinear oxygen sensor G39 upstream of the catalytic converter With the point lambda control, the engine control unit recognises only an air/fuel mixture which is too rich (signal voltage approx 800 mV) or an air/fuel mixture which is too lean (signal voltage approx 100 mV) 1 s/Div Voltage [V] If the air/fuel mixture is too rich, the injection rate is reduced until the signal voltage indicates an air/fuel mixture which is too lean The injection rate is now increased again 0.2 V/div 639_047 Engine series EA211: signal characteristic of nonlinear oxygen sensor G39 upstream of the catalytic converter In the case of the EA211 engine series, the plot of the signal from the nonlinear oxygen sensor on the digital storage oscilloscope is approximately linear Given that the engine control unit continuously evaluates the signals its receives, the signal characteristric is almost uniform and the signal voltage is approximately 450 mV 1 s/Div Voltage [V] 0.2 V/div 639_046 Note The voltage values of the oxygen sensors can deviate from one manufacturer to another 31 < Back Forward > Ξ Contents Service Special tools and workshop equipment T10476A Extractor T10527 Release tool 639_035 Installation aid for exact positioning when setting the trioval camshaft timing gear sprockets 32 639_036 For releasing the catches on the ventilation tube between the air filter housing and the throttle valve unit < Back Forward > Ξ Contents Maintenance operations Information on required maintenance operations Interval or value Quantity of motor oil inc filter (change quantity) 4.5 l Motor oil standard VW 50400 (flexible oil change service) VW 50200 (fixed oil change service) Motor oil extraction permitted No Service interval According to service interval display, between 15,000 km / year and 30,000 km / years depending on driving style and conditions of use Air filter change interval 90,000 km Fuel filter change interval Lifetime Spark plug change interval 60,000 km / years Pollen filter change interval 60,000 km / years Ribbed V belt replacement interval Lifetime Timing drive / toothed belt 210,000 km Timing drive tensioning system 210,000 km Note The specifications in the current service literature generally apply It is important to comply with the approved oil standard when changing the oil 33 < Back Forward > Ξ Contents Appendix Glossary ↗ Austenitic cast steel ↗ Roller burnishing Austenite is named after the British metallurgist Sir William Chandler Roberts-Austen It is: • an allotrope of iron, a phase • a structural component of steel or cast iron Roller burnishing is chipless machining process involving the use of rollers In the process a rolling tool is pressed against the workpiece under high pressure, with the result that the workpiece material begins to flow and is displaced The tools (rolling discs) have a roughened surface This process serves to smoothen and harden the surfaces of materials ↗ DLC ↗ SENT DLC stands for Diamond Like Carbon, an amorphous carbon These strata exhibit very high hardness and are noted for having very low dry coefficients of friction They can be identified by their glossy, black-gray surface The SENT (Single Edge Nibble Transmission) data protocol can, in conjunction with the appropriate sensors, be used for digital data transfer as a substitute for analog interfaces ↗ Open-deck design ↗ Spin-on oil filter The open-deck design is characterised by the fact that the chamber enveloping the cylinder is open facing upwards The coolant contained within the chamber is, therefore, effective in the highly stressed upper section of the cylinder, allowing the resultant heat to be dissipated over the entire height of the cylinder This design also ensures significantly less warpage of the cylinders during installation of the cylinder head One drawback is the reduced rigidity of the engine block This effect can be compensated by using a metal cylinder head gasket This design generally provides a good deal of scope for making the engine block manufacturing process more effective In spin-on oil filters the housing and the filter cartridge form a unit They are replaced completely during servicing and maintenance On the exterior, the can oil filters are very similar to one another They may, however, differ in terms of their inner construction Both the operating parameters and the design features of this group of filters have to be optimally adapted in order to ensure that the engine lubrication system functions properly Particular attention must be given to the valves inside the filter because they are key to proper operation of the filter within the lubrication system ↗ PWM signal The abbreviation PWM stands for pulse width modulated signal This is a digital signal where one variable (e.g electrical current) alternates between two values The intervals between these alternations vary depending on activation This allows digital signals to be transmitted 34 < Back Forward > Ξ Contents Self study programmes You will find further information on the technology of the 1.0l TFSI engine in the following self study programmes SSP 384 The Audi 1.8l 4V TFSI Engine with Timing Chain SSP 477 Audi A1 Order number: A10.5S00.70.20 Order number: A06.5S00.29.20 SSP 616 Audi 1.2l and 1.4l TFSI engines of the EA211 series SSP 626 Basics of Audi engine technology Order number: A12.5S01.00.20 Order number: A14.5S01.11.20 35 All rights reserved Technical specifications are subject to change Copyright AUDI AG I/VK-35 service.training@audi.de AUDI AG D-85045 Ingolstadt Technical status 07/15 Printed in Germany A15.5S01.24.20 639 Audi Vorsprung durch Technik ...< Back The new 1.0l 3-cylinder TFSI engine by Audi represents the next stage in the evolution of the EA211 series First used in the VW Polo, the engine developed... design, please refer to Self Study Programme 616 "Audi 1.2l and 1.4l TFSI engines of the EA211 series" and Self Study Programme 626 "Basics of Audi Engine Technology" ↗ Refer to "Glossary" on... and function of the basic engine are explained in Self Study Programme 616 "Audi 1.2l and 1.4l TFSI engines of the EA211 series" < Back Forward > Ξ Contents Specifications Torque-power curve   Power